THE PORTAL HUB - Pinzgauers, Haflingers, Volvo 303s and more!

New to the forum.

Bought a 1973 PINZGAUER 710M in Colorado and imported it into Mexico.

I have made some modifications that I plan to show off: one at a time.

DOUBLE CARDAN SHAFT.( U axle )

We all know: Pinzgauer are noisy. My guess: Some of it is caused by the Cardan shaft being that short and the driving and driven flanges not being aligned, you end up with a jerky rotation that translates into gear noise.

I switched the Cardan axle for a VW constant velocity axle. -I am not claiming that I am the first one to do it-.


2- type 2 (100mm) CV joints VW Bus sets (VW Thing´s cv joints might be better, German made is always better). You will need longer bolts, washers and safety nuts.



2- ½ inches spacers – donut like shape, to make up for shaft length-

1-VW Thing axle

It is an easy modification.( machine shop needed)

CV joints and flanges almost fit, you have to open up a notch the holes in the flanges, fabricate the spacers and grind out the shoulders in the axle, so you can fit the CV joints on the axle´s splines and fit the snap rings (with the right axle and cv joints combination, you can skip this step)



Keep the U axle in the truck (just in case)

According to The Samba Forum: it will handle the power, if not? I´ll rather break an axle than the gearbox.

So far: the noise level is lower, nicer sound - less jerky- and feels lighter on acceleration.



Some links

http://blindchickenracing.com/How_to/CV ... ts_101.htm

http://www.thethingshop.com/C_V-AXLE-SE ... 1CV%2DSET/

http://vwparts.aircooled.net/CV-Joint-K ... -101ec.htm

http://www.thesamba.com/vw/forum/viewtopic.php?t=552667


THANKS

Interesting

I would have liked to see pics of the spacers you made and what machining you did to the ends of the axle.

I did not take any photos before assembling the axle.
I built it with parts locally available, the axle is used and is not a perfect match to the vw bus cv joint, I just grinded off the small shoulders next to the splines to the axle´s diameter – the cv joint did not fit between the snap ring and the shoulder - , if you buy the cv axle set – see link – you don´t need to modify the axle.

http://www.thethingshop.com/C_V-AXLE-SE ... 1CV%2DSET/


As for the spacer they look like this photo, I did not add the grease port but I think is a great idea.
If you try this modification, please ,let me know.

Hmm, I'm wondering if f an axle (that is not expected to operate at over 1,000 rpm) will last in this application that can easily spin at over 4,000 rpm? It will certainly be strong enough but I wonder how well it will stay lubricated at the higher rpms. You will need to keep us informed as time goes on.

Great idea Mach, and welcome to the forum.

It's always cool to see someone re-invent an old machine, especially if it makes an improvement. Wikipedia states that CV joints are increasingly being used as prop shafts. I agree, please let us know how it works out!

Maybe you'll start producing and marketing those adaptors? Heck, assemble and sell the whole shebang.

BTW, where are you?

Time will tell, how well it takes 4000 rpm

Here is an aftermarket Mustang prop shaft that use a CV JOINT.

http://www.driveshaftshop.com/domestic- ... nce-issues


I am located in the city of San Luis Potosi. Mexico.

I am not sure where the rev issue with CVs comes from - I have had a Landrover Freelander and currently a Range Rover Sport and both have CV tailshafts so revs in theory get up to 5000rpm at high speeds and have no issues.

So with the correct CV grease I cannot see an issue.

Garry

"So with the correct CV grease I cannot see an issue."

I concur that with the proper adhesion/cohesion grease the 4K rpm should not be a problem Well done on the modification.

Mark

Yeah I think your largest concern will be torque after all the reduction in lo-range, but even still I don't think it will be a problem. The design window for this particular product was only for one side of a much lighter vehicle. Now, instead of one powering one wheel, you're using one for all 4 wheels. Anxious to see results!

This has been done before, and it works fine as long as there is enough movement. If I recall, a 960 or 980 joint was used.

kdiqq wrote:Yeah I think your largest concern will be torque after all the reduction in lo-range, but even still I don't think it will be a problem. The design window for this particular product was only for one side of a much lighter vehicle. Now, instead of one powering one wheel, you're using one for all 4 wheels. Anxious to see results!

Unlike other vehicles - the torque increase from using low-range would not affect this driveshaft since it occurs in the t-case AFTER it - not before - so this should see fairly low torque/high RPMs instead. I think as long as the centering of the shaft was correct (to prevent imbalance) it should work well. It will be interesting to see how it does - and it it does fail then its an easy change to switch back to the original driveshaft which can be kept as a spare.

You are right.

Lets run some ballpark numbers.

An air cooled VW bus engine makes top 127 NM @ 3400 rpm. in first gear (195/75R14 tires-2.03 m circumference) goes 23.8Km/hr. and the CV axles and tires spin at 195 rpm this translate into (3400/195/2axles)*127= 1,107NM torque.( for each axle)

At top rpm´s (4800) in fourth gear the CV axles go at 1182 rpm

PINZGAUER:
Top engine torque is 180 NM @ 2000 rpm, in first gear ( 5.33 gear ratio) it translate into 8.4 Km/hr. and 959NM @ 375 rpm at CV axle (not tires). Top rpm´s in 5th (1:1 gear ratio) goes 4500 rpm at CV axle.

SO WE HAVE ABOUT THE SAME MAX. TORQUE AT LOW RPM`S AND CLOSE TO FOUR TIMES THE MAX. RPM`S.

As for VW BUS´s CV joints endurance. Some of the most abused vehicles in the world are VW BUSES (COMBI) in Mexico City. Combis work as public transportation (known as Peseros ), run all day long in heavy traffic and haul more passengers than a VW Beetle in a clown´s university.

This weekend I went road biking with some friends, the truck followed us for 50 Km at 25 Km/hr. and we came back in it for 50 Km at 80 Km/hr.No problem.

Sorry, about the metric units, but Pinzgauers mixed with standard units are known to bring bad karma.



http://ricispage.8m.com/Pinzgauer.html

http://www.ratwell.com/technical/Transaxle.html

http://www.epi-eng.com/piston_engine_te ... torque.htm

Wondering if you are still running the CV driveshaft and if it is working well?

YES, I DO. NO PROBLEMS SO FAR.

IT RUNS SMOTHER.

IF ANYONE DECIDES TO TRY IT, PLEASE, LET ME KNOW WHAT YOU THINK ABOUT IT.

I ALSO INSTALLED A PINZ SSI AND A ELECTRIC POWER STEERING.FROM A GM EQUINOX