Twisted rear axle shaft
- Thread starter landtank
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sleeoffroad
Supporting Vendor
Judging by the amount of throttle used, I think the turbo might have been spooled up a bit on that obstacle
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- #43
Thanks Brian, I got the UPS tracking info and the axles are due here on Friday. But they are coming from CA and that date can change from my experience.
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- #44
gee thanks
any news on the smaller pulleys now?
pm'd you some info on the PPR
The guy who has them hasn't done the testing yet unfortunately. I'm pretty sure they will run just fine except the need for an intercooler will be more evident.
Replied to the PM.
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- #45
Judging by the amount of throttle used, I think the turbo might have been spooled up a bit on that obstacle
Come on, I was barely into it.
That's all it takes, at least as long as the turbo that is selected is sized right. Rick, you would have had at least 4psi pumping on that obstacle. I know you think that low range essentially eliminates the turbo, it does not. Still, I think that it is manageable with some self restraint. Anyways, great wheeling!
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- #47
That's all it takes, at least as long as the turbo that is selected is sized right. Rick, you would have had at least 4psi pumping on that obstacle. I know you think that low range essentially eliminates the turbo, it does not. Still, I think that it is manageable with some self restraint. Anyways, great wheeling!
If that's the case then It will need to be addressed. The Tial wastegate has hose barbs on both sides of the diaphragm so possibly supplying vacuum to one side will open the gate shutting down the turbo completely. I have no desire in pumping 300 hp down the drive train in low range to the rear wheels. But this is for another thread, hopefully soon.
If that's the case then It will need to be addressed. The Tial wastegate has hose barbs on both sides of the diaphragm so possibly supplying vacuum to one side will open the gate shutting down the turbo completely. I have no desire in pumping 300 hp down the drive train in low range to the rear wheels. But this is for another thread, hopefully soon.
YES, hopefully soon!
Ohh, excellent thought on the vacuum supply to the wastegate, don't know if it would totally eliminate the effect of the turbo but it would minimize it for sure. I'm not trying to imply that it isn't possible to wheel with a turbo, you just can't wheel "your" way with one and not produce some pretty good pressures!
Would you (or anyone here) want to sell one of these shafts? I have an "Idea"
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- #50
Would you (or anyone here) want to sell one of these shafts? I have an "Idea"
you want a bad shaft?
Yes please. I will post my crackhead crazy idea here when I secure one.
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- #52
Yes. I will post my crackhead crazy idea here when I secure one.
sure no problem, you want them both?
ClemsonCruiser
Supporting Vendor
dan broke his on school bus......
- Thread starter
- #54
the axle shafts arrived today. There was one obvious difference in them compared to the stock ones.
The stock ones had the splines cut into the shaft. This means the valleys of the splines where a smaller diameter than that of the shaft itself. So the spline section would be more apt to twist at that transition just as it did on me.
The new shaft's splines are cut from a section of shaft that is a larger diameter than the rest. So the valleys are now the same size as the shaft avoiding that problem completely.
So with the material used and the design change I think I'll be all set with these new axles, but we'll see.
The stock ones had the splines cut into the shaft. This means the valleys of the splines where a smaller diameter than that of the shaft itself. So the spline section would be more apt to twist at that transition just as it did on me.
The new shaft's splines are cut from a section of shaft that is a larger diameter than the rest. So the valleys are now the same size as the shaft avoiding that problem completely.
So with the material used and the design change I think I'll be all set with these new axles, but we'll see.
Ha, halway through the vid I was wondering what all the fuss was about......then you hit the launch button! he he
Cool Vid,,, tks
Cool Vid,,, tks
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- #56
Well the poly shafts seem to be susceptible to the same problems with twisting as the stock shafts are. In fact it is even easier to do.
This time the shaft twisted and locked the collar in the same manner as the stock shaft. During extraction the shift fork broke into three pieces.
Kind of sucks since I have an annual event this weekend.
This time the shaft twisted and locked the collar in the same manner as the stock shaft. During extraction the shift fork broke into three pieces.
Kind of sucks since I have an annual event this weekend.
sleeoffroad
Supporting Vendor
The axles are stronger since they can twist more. Normally a good think for hard core wheeling. However the POS e-locker design is the issue. Factory shafts are more likely to twist, but then I have broken factory shafts, but I have never heard of a poly shaft breaking.
Cut your losses now and put an ARB in. Trust me on this. I have spent way to many $'s fixing axles and e-locker mechanisms on the Toyota e-locker design.
Cut your losses now and put an ARB in. Trust me on this. I have spent way to many $'s fixing axles and e-locker mechanisms on the Toyota e-locker design.
- Thread starter
- #58
Actually there is an obvious simple change to the shaft that will eliminate the problems all together.
I've emailed poly performance this morning and will follow up with a phone call later on.
Hopefully they will help me out with a new shaft that I can rework but either way the e-locker will stay and work properly.
I'm not so sure it's really a "problem" with the shaft so much as a problem with the locker design. Anyone that deals with axle shafts in extreme applications will tell you that they will always twist, guaranteed. Drag guys measure the lifespan of their shafts by scribing a line down the shafts when they're new, and discarding them once they've twisted a certain number of degrees, often 360*.
Edit: guess I took too long to post ;p
Edit: guess I took too long to post ;p
sleeoffroad
Supporting Vendor
Not sure how you are going to stop the twisting since it happens when the other side axle twist the inboard (of the locking collar) piece of the splines via the spider gears. The splines have to stay the same no matter what you do to the shaft. The only way that I have seen to stop this would be someway to lock the other axle shaft to the carrier as well and not just the pinion gears. That is the way the front works and that is why the front does not behave the same.
Everyone things it is the wheel attached to the shaft that twisted that is the issue, but it is the opposite side.
EDIT: Thought about this some more. The only way I can see how it might work is to remove the splines in a short section between the spider gear engagement area and where the locking collar slides. This way when you remove it and it clears the spider gears, it can turn freely (ie blanked of spot is now lined up with the locking collar and then it can turn to get the splines lines up again to come trough the locking collar. This all assumes that the distances work in terms of the amount to be machined off vs, amount to pull the shaft out. The shaft will still twist, but hopefully it is isolated to the small area where there are no splines.
Everyone things it is the wheel attached to the shaft that twisted that is the issue, but it is the opposite side.
EDIT: Thought about this some more. The only way I can see how it might work is to remove the splines in a short section between the spider gear engagement area and where the locking collar slides. This way when you remove it and it clears the spider gears, it can turn freely (ie blanked of spot is now lined up with the locking collar and then it can turn to get the splines lines up again to come trough the locking collar. This all assumes that the distances work in terms of the amount to be machined off vs, amount to pull the shaft out. The shaft will still twist, but hopefully it is isolated to the small area where there are no splines.
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