Reply to "CV conversion"

Yes, a larger drawing would be better but unsure how to do that on this Forum.
David,
Here at the Edge we build sand dune type buggies & have been using 930 CV's for years.
When you talked to the buggy company in regards to where 930's fail it’s mainly due to the nature of the buggy application.
On the Pantera the shafts are close to dead horizontal, which means the balls move very little within the CV cage.
On a buggy 930 CV's are used because they not only handle heaps of power, but will also handle 22 degrees of CV/axle angle, (up to 25 degrees with cage modifications).
The 40mm wide CV housing allows a lot of sweep, thus lots of axle angle.
So that type of modification is of no real benefit to the Pantera.
Failures occur in buggies mainly due to high wear, (at high angle the balls sweep the full width of the CV housing, each rotation of the CV & generates a lot of heat).
The main cause of failure is intermittent shock loading.
Imagine a buggy racing along a track at 100 mph, hitting bumps & getting airborne.
Generally when you drive this way you keep your foot buried on the gas to keep the nose high.
When you are airborne the wheels speed up to higher than your ground speed.
You land with the full weight of the buggy, (plus inertia) on those drive wheels.
So the buggy either instantaneously speeds up, (unlikely) pulls a massive wheel stand, (unlikely at 100 mph) or breaks traction & spins the wheels, (unlikely with that instantaneous traction).
Or simply breaks something within the drive train.
The first component under massive load is the CV, then the axle, then the transmission.

Obviously this is not a great concern with the Pantera.

To seal the CV against the drive yoke flanges there is a very close fitting location diameter.
What I also did upon assembly was smear a small amount of silicone sealant around the location diameter mating faces to stop grease finding its way out.
The adaptor did not really need a hole all the way through, I done this for two reasons.
First to gain more axle plunge capability.
Main reason was at the suspension upright.
When I converted the uprights to taper rollers the wheel axle poked through the drive yoke a few millimeters more than standard, so I needed more clearance between the new adaptor & the very end of the wheel axle.
It was easier just to put a hole right through & gain axle plunge clearance as a bonus.

JTPantera,
Total weight of one axle/CV/Adaptor assembly is 8.7 kg, compared to the original Uni assembly of 8.9 kg.


I did think of using studs instead of the ARP 7/16" bolts.
Main reason for using the bolts was the accurate plain shank on the bolt.
It is a precise fit within the Pantera/ZF yoke, so no backlash can occur or crushed threads which could create backlash.

Axles purchased from Dan’s performance parts in San Diego, part number # 01-16-2203-0
7/16” UNF bolts to hold the adaptors to the drive yokes are ARP part # 230-2801, (three sets required) these are a 12 sided bolt head so can only be tightened with a ring spanner.

CV joints, best to use the German made GKN Lobro units.

If anyone wants a PDF version of the drawing just email me & I can email it back to you.

Email: tony@edge.au.com

Or go here to the Australia Pantera Forum where the drawing appears much larger.
I put up the same post here:
http://panteraaustralia.com/fo.../124.html?1295789747