AP2 axles longer?
03-11-2007, 07:47 PM
#21
Originally Posted by TrackStar,Mar 11 2007, 09:34 PM
According to driveshaft shop, who makes my axles- the diff flanges are a little longer on the my04+ cars. I know thesuspension geometry is much different because I put an AP2 subframe and arms on my AP1
40443-PCZ-013 SHAFT ASSY., OUTPUT $95.08
41100-PCZ-003 DIFFERENTIAL ASSY. $877.72
MY02
40443-PCZ-003 SHAFT ASSY., OUTPUT $95.08
41100-PCZ-003 DIFFERENTIAL ASSY. $877.72
Ok, based on this, Honda update the output shaft on the 04 diff. I will pull a set and see if they are any longer.
03-11-2007, 09:57 PM
#22
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Hopefully we'll get to the bottom of this.I *believe* Hecash is correct. Can't wait to see what Stratocaster finds out.
Bill, the axle length will not change unless it is cut and welded.
03-12-2007, 02:40 AM
#23
Moderator
The axle can change length. I know how an axle works. When I say longer, I mean the axle will move in the drive bucket to change it's length. There's even a length you have to "set" the axle to when rebuilding, so you don't POP or CAVE IN the CV boot.
03-12-2007, 02:44 AM
#24
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Originally Posted by hecash,Mar 11 2007, 08:51 PM
When lowered, the bearings slide to the inboard side of the outer shell thereby moving them inside from the design location. If you use spacers that compensate for the inner slide and move the bearings slightly outboard where the outer shell is it's strongest, the entire inner CV joint ought to be sturdier.
So right now, the spacers are not making any sense at all.
I'm sure there's a reason for them, but it has not been verified in this discussion YET
03-12-2007, 09:35 AM
#26
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Originally Posted by Billman250,Mar 12 2007, 05:44 AM
If the bearings go deeper in the drive bucket (inboard) when lowered, then spacers will only make them deeper (continuing inboard).
So right now, the spacers are not making any sense at all.
I'm sure there's a reason for them, but it has not been verified in this discussion YET
So right now, the spacers are not making any sense at all.
I'm sure there's a reason for them, but it has not been verified in this discussion YET
) CV joints have two primary advantages over U-joints. First, there is the constant velocity - a U-joint only transmits constant velocity when it is straight, but a CV joint transmits constant velocity regardless of it's angle. Second, a CV joint allows for lateral movement. Cars with U-joints in the rear drive shafts (like the Jaguar) have many problems due to the lateral loading that results, but CV joints eleminate the lateral loading. Every CV joint has an operating range (of movement in and out), so unless lowering moves the wheel outside the limits imposed by this operating range then no spacers should be needed. The question I have is ...What am I missing or failing to understand?
03-12-2007, 10:32 AM
#27
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disclaimer* I'm not engineer, so feel free to correct me if I'm wrong*
Driveshaft Shop told me the stock axles are too long and the surface area that the shaft connects to the CV is too small when the car is lowered- (kinda like pulling you shoulder too far out of its socket) So theirs are longer. The last set they made for me was too long however, as their is very little play. After 10k miles, their is no problem, but I would not be able to raise the height of the car.
Driveshaft Shop told me the stock axles are too long and the surface area that the shaft connects to the CV is too small when the car is lowered- (kinda like pulling you shoulder too far out of its socket) So theirs are longer. The last set they made for me was too long however, as their is very little play. After 10k miles, their is no problem, but I would not be able to raise the height of the car.
03-12-2007, 12:51 PM
#29
Former Moderator
Looking inside the inner cv, it seems there is room to accommodate for a lowered car without a spacer.
Here is a pic of the inside of the CV:
The wear spot is where the roller normally faces the bearing race.
BTW...just my theory...but I think the reason lowering the car seems to led to the cv vibration more quickly is because the spider moves just a bit inboard which allows the roller bearings to trammel back and forth from the good bearing surface and the old wear surface.
Here is a pic of the inside of the CV:
The wear spot is where the roller normally faces the bearing race.
BTW...just my theory...but I think the reason lowering the car seems to led to the cv vibration more quickly is because the spider moves just a bit inboard which allows the roller bearings to trammel back and forth from the good bearing surface and the old wear surface.
03-12-2007, 12:54 PM
#30
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im wanting to find this out also - i have a set of custom made driveshaft spacers just waiting to be installed - just wanna know if i need them on my ap2