MD and Patzo
as requested some info and pics on my driveshaft converted to uni's.
the rear section measures 510mm. the front measure 855 extended and 820mm compressed.
the aluminium disc is the carrier that bolts to the flywheel and the CV joint at the front.
it doesn't seem too heavy! i will weigh it and compare with the standard set up and let you know the results.
any questions, fire them through and i will try and answer them!
anyone out there have any input to this set up?
i didn't design it, it came with a wrecked race car i bought!! im told it was developed with the help of someone involved with the preparation of the south african racing V6's.
does it look like a good solution to the rubber donut issue??
GTV driveshaft with universal joints
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1962 Giulia Ti Race-car
1969 Giulia Super
1987 GTV6- new race project.
1969 Giulia Super
1987 GTV6- new race project.
Benski105
Thanks mate. That's excellent.
The real value of this info though is to have it checked for balance and fit it to a road car and see if all the claims about vibration are acceptable or not.
If it works, goodbye doughnuts forever. It's cheaper to make a whole new shaft like this than to replace all the doughnuts and rebalance.
What are your plans for the shaft?
X-rad. There is only one slip joint required. It could be at either end but probably at the front it would be most useful.
Thanks mate. That's excellent.
The real value of this info though is to have it checked for balance and fit it to a road car and see if all the claims about vibration are acceptable or not.
If it works, goodbye doughnuts forever. It's cheaper to make a whole new shaft like this than to replace all the doughnuts and rebalance.
What are your plans for the shaft?
X-rad. There is only one slip joint required. It could be at either end but probably at the front it would be most useful.
Transaxle Alfas Haul More Arse
MD: how is it possible that only one slip joint required when both the front and rear of shaft move in relation to the center bearing?
Got a pic of the front of the tranny?
The universal joint looks like something off an axle?
Got a pic of the front of the tranny?
The universal joint looks like something off an axle?
Last edited by x-rad on Tue May 22, 2007 5:28 pm, edited 1 time in total.
The front joint is obviously a CV-joint wich can take up quite a lot of plunge (and it has the J-style boot I was talking about earlier), the rear movement is probably taken up in the center bearing support. The movement is probable next to nothing though and the std propshaft doesn't have any sliders or anything so I see no problems. I guess the racecar had uprated mounts in both engine and gearbox?
What's the PCD on that front joint? Looks massive!
Tube diameter would be very interesting as well.
What's the PCD on that front joint? Looks massive!
Tube diameter would be very interesting as well.
Mats Strandberg
-Scuderia Rosso- Now burned to the ground...
-onemanracing.com-
-Strandberg.photography-
GTV 2000 -77 - Died in the fire.
155 V6 Sport -96 - Sold!
-Scuderia Rosso- Now burned to the ground...
-onemanracing.com-
-Strandberg.photography-
GTV 2000 -77 - Died in the fire.
155 V6 Sport -96 - Sold!
Sheit, I don't know what's wrong with me lately, Mats and I seem to agreeing on stuff . 
Next it will be Swedish lessons ya ?
Of the two, the tranny is better tied down and is likely to move less because the engine will pivot and rotate, particularly if you have soft engine mounts and a crappy rear engine mount. So I would expect greater angularity to appear behind the engine.
The benefit of the slip joint is to make fitment much simpler and take care of minor differences of location between the engine and box. If you have a fixed length shaft, you have to adjust the position of the box and/or the engine to be sure the shaft is correctly positioned and the doughnuts are not "stretching" as they rotate.
Beautiful !
An alternative to using a CV up front is to use another Uni and make a spigot fitment into the flywheel via a flange. Saves on rotating mass.
Next it will be Swedish lessons ya ?Of the two, the tranny is better tied down and is likely to move less because the engine will pivot and rotate, particularly if you have soft engine mounts and a crappy rear engine mount. So I would expect greater angularity to appear behind the engine.
The benefit of the slip joint is to make fitment much simpler and take care of minor differences of location between the engine and box. If you have a fixed length shaft, you have to adjust the position of the box and/or the engine to be sure the shaft is correctly positioned and the doughnuts are not "stretching" as they rotate.
Beautiful !
An alternative to using a CV up front is to use another Uni and make a spigot fitment into the flywheel via a flange. Saves on rotating mass.
Transaxle Alfas Haul More Arse
GTV driveshaft with universal joints
ill check the diameters and weight and post what i find!
im told that this system balanced up really well and ran so smoothly that you could comfortably rest you're hand on the spinning shaft.
im going to try it out on the GTV 6 race car im building. im about to get a lightweight flywheel made for the front and look at the clutch assembly too, all in the interest of lightening the rotating mass!
the other thing i noticed is that the transmission mounts are nolathane and look like they would be very firm. ill post a pic or two!!
im trying to find the fitting for the flywheel end, i didn't get the G box but know the guy who did so im hoping to be able to get the other half of the rear joint!!
its great to have some feedback about the system too.
ill keep this post up to date as i set the system up and run it etc. wont be straight away as the car is just at the early stages.
ben
im told that this system balanced up really well and ran so smoothly that you could comfortably rest you're hand on the spinning shaft.
im going to try it out on the GTV 6 race car im building. im about to get a lightweight flywheel made for the front and look at the clutch assembly too, all in the interest of lightening the rotating mass!
the other thing i noticed is that the transmission mounts are nolathane and look like they would be very firm. ill post a pic or two!!
im trying to find the fitting for the flywheel end, i didn't get the G box but know the guy who did so im hoping to be able to get the other half of the rear joint!!
its great to have some feedback about the system too.
ill keep this post up to date as i set the system up and run it etc. wont be straight away as the car is just at the early stages.
ben
1962 Giulia Ti Race-car
1969 Giulia Super
1987 GTV6- new race project.
1969 Giulia Super
1987 GTV6- new race project.
benski105
The rear coupling flange is more likely than not simply a circular plate with a centre provision to couple over and centre on the triangular gearbox input flange. It's critical that it is definitely centred.
It will have holes to mate with the Uni. and three holes for the flage.
As for a light clutch flywheel, there are plenty of custom single and multiplate light alloy composites around to do the job. Unfortunately they all want a house morgate for one so it's an uphill battle to get value for money.
Keep up the good work. You got something really interesting happening there.
The rear coupling flange is more likely than not simply a circular plate with a centre provision to couple over and centre on the triangular gearbox input flange. It's critical that it is definitely centred.
It will have holes to mate with the Uni. and three holes for the flage.
As for a light clutch flywheel, there are plenty of custom single and multiplate light alloy composites around to do the job. Unfortunately they all want a house morgate for one so it's an uphill battle to get value for money.
Keep up the good work. You got something really interesting happening there.
Transaxle Alfas Haul More Arse
GTV driveshaft with universal joints
it seemed to work on the car it was originally installed in!
although it was a 4 cyl instead of a V6.
not sure if the extra torque of the V6 will cause problems!
the original motor produced around 200hp so it wasn't slow!!
some more measuring and weights to follow.
although it was a 4 cyl instead of a V6.
not sure if the extra torque of the V6 will cause problems!
the original motor produced around 200hp so it wasn't slow!!
some more measuring and weights to follow.
1962 Giulia Ti Race-car
1969 Giulia Super
1987 GTV6- new race project.
1969 Giulia Super
1987 GTV6- new race project.